Carbureter.



No.855,170. PATENTED MAY 28, 1907.

' B. D. GRAY.

GARBURETER. APPLIOATIOH rum) 511L214. 1905.

- WITNESSES: mymron BUDD D. GRAY, OF NEW YORK, N. Y.

CARBURJETER.

Specification of Letters Patent.

Patented May 28,1907.

Application filed July 14,1905. Serial No. 269.626.

To all whom, it may concern:

Be it known that I, BUDD D. GRAY, a citizen of the United States, and a resident of the-borough of Manhattan, and city, county, and State of New York, have invented certain new and useful Improvements in Carbureters, of which the following is a specificaarily, at low speeds to prevent the formation of unnecessarily fat mixtures, which is a common fault in the engines now employed.

Referring to the rawing, Figure 1 is a vertical section of a carbureter, showing the application "of the invention thereto.

a detail section taken substantially through -'the middle of thevaporizing nozzle shown in Fig. 3 is a view similar to Fig. 1 but- Fig. 2 is Fig. 1. illustrating a modification.

Referring to Figs. 1 and 2, the gasolene or othermaterial to be vaporized passes through the supply pi e A into the float chamber B and receptac e E, from which it is drawn through the nozzle D by the air passing through the mixing chamber 0 in the manner well understood. The mixture then flows through the port H to the motor, the port H being throttled by the valve F connected to the rod G, which is adjusted either manually or automatically as may be desired. Located above the mixin chamber or tube 0 is the piston valve N corlnected to the stem M and normally held in its; uppermost or inoperative position by the spiral spring 0 which surrounds the stem M and rests upon the tube 0. As the speed of the motor increases the greater suction produced thereby creates a partial vacuum beneath the valve N, which is operated by atmospheric pressure to overcome the spring 0, suflicient space being left around the stem M to permit the entrance of the air for the purpose named. As the valve N is thus depressed, its ports PP are brought into correspondence with the ports QQ in thesurrounding cylinder, and an additional air supplyis thus afforded when the motor is running at high speed:

All of the parts thus far' described are in speeds.

common use in explosion engines, and the particular forms thereof constitute no part of the present invention, which may be applied in many different ways.

.In motors of the class referred to there exists the necessity for governing the supply of gasolene or other vapor so that it will vary with the speed, and particularly to prevent the formation of too rich a mixture at low In the present instance, this is ac complished by an automatically controlled air director, ,which at low speeds holds the air current at some little distance from the vapor inlet, and as the speed increases permits the current to come into closer relation with the vaporizing nozzle, and finally at very high speeds the controlling deyice is removed entirely beyond the nozzle. In this manner it will be seen that the richness of the mixture depends entirely upon the .speed of the motor, as-at low speeds the vapor entrained by the air current will be of comparatively small amount due to the distance of the current from the nozzle, and as the speed increases more and more vapor will be taken up by the current as it approaches the. inlet, and finally at high speeds the controller will be moved entirely away from the nozzle permitting the air current to extract' the maximum amou t of vapor therefrom.

It is to be noted that the critical. oint in actual practice is passed'at slow an moderate speeds and that at high speeds the exact amount of entrained vapor becomes relatively.

unimportant and hence no governing device is essential therefor.

The air current director as herein illustrated is in the form of a cylinder J surrounding the nozzle D and passing through the mixing chamber 0. On the outer side the (lzylinder J isformed with a port or opening and at the opposite side with a port or opening L. It is to be noted that the opening K extends to a considerably'lowerpoint in the cylinder J than the opening L, thus causing the air current which passes through the openings K-and L to assume an upwardly sloping or obli ue direction at low and ordinary speeds. J is connected to the stem M of the auxiliary air valve N, so that it will move therewith. Aspreviouslydescribed, when the motor is running slowly the valve N will be in its uphe upper part of the cylinder permost or inoperative position, thus raising the openings K and L f the cylinder J to a point above the nozzle D nd thereby reducing the richness of the mixture. As the speed increases, the suction of the motor depresses the valve N, thus admitting'the additional air supply through the ports PP and QQ and at the same time bringing the openings K and L of the cylinder J nearer to the nozzle D and thereby increasing the amount of vapor drawn therefrom. At very high speeds the valve N is still furtlier depressed and the cylinder J therewith until the openings K and L are brought below the top of the nozzle D, at which time as explained the relative amount of vapor entrained by the all current becomes a matter of-small importance. It will be seen that in this manner the richness of the explosive mixture depends directly upon the amount of the secondary air supply and indirectly upon the speed of the engine, and without varying the pr mary air supply.

In Fig. 3 18 illustrated a modification involving substantially the same principles.

A needle valve T is arranged within the nozzle D1 and. connected to the stem M-1 of the auxiliary a'ir valve N'1. The valve T is provided with the customary longitudinalgrooves to permit the medium amount of vapor to be withdrawn from the nozzle D1 when the motor is'running 's'lowly'and the valve l\*1 and needle valve Tare in their uppermost 'po'sitions.a As the speed of the engine increases, atmospheric pressure causes a the inward movement of the valve Nl against the force of' spring 0-1 'until the ports P-1, P1andQ-1, Q1 coincide and admit the auxiliary supply of'air therethrough. Simultaneously the needle valve T is depressed thereby permitting an additional amountof vapor to be withdrawn from the nozzle I)-1 by the current of air in the mixing chamber C1. As in the previously mentioned case the supply of vapor will be proportional to the auxiliary air supply and hence to the speed of the engine.

opening of unchanging constant area, the

combination with said 0 ening of fuel-admitting means with whic the air entering said 0 ening cooperates, and mechanism controlle by the suction of the motor, and adapted on to increase the fuel entraining power air.

of the 2. In a carbureter, the combination with auxiliary air-admitting means, of fuel-controlling means connected thereto and operthe increased speed of the motor,

ated thereby {whereby the fuel supply will vary in direct proportion to the supply of auxiliary air.

3. In a carbureter, he combination with a fuel-admitting nozzle, of an air stream director cooperating with the nozzle, and means controlled by the suction of the motor for adjusting said director relatively to the nozzle.

4. In a carbureter, the combination of airadmitting means, fuel-admitting means, an air stream director cooperating with the fuel- 7 5 admittin means to vary the amount of fuel entraine and connections between the director and air-admitting means for controlling the entraining power of the air stream.

. 5. In a carbureter, the combination of an auxiliary air-admitting means, fuel-admitting means, an air stream director cooperat ing with the fuel-admittingmeans to vary the amount of fuel entrained, and operative connections between the director and the auxiliary air-admitting means, acting to control the entraining power of the air stream.

6. In a 'carbureter, the combination of a fuel-admitting nozzle, a movable cylinder provided with an air stream director co6p c crating with the nozzle to vary the amount of v fuel entrained, and means controlled by the suction of the motor for moving the cylinder, and thereby varying the fuel entraining power of the air stream.

7. Ina carbureter, the combination of a fuel-admitting nozzle, an adjustable cylinder provided with an air stream director coop crating with the nozzle to vary the amount of fuel entrained, said director being formed to I00 cause the air current to flow in an oblique direction, and means controlled by the suction of the motor for moving the cylinder, and thereby varying the entraining power of the air stream.

8. In a carbureter, the cornbination of a fuel-admitting nozzle, an adjustable cylinder provided with anair stream director cooperating with the nozzle and'movable out of operative relation to the same, and automatic means controlled by the speed of the motor for so adjusting the cylinder that at high s eeds the air stream director will be move to an inoperative position.

9. In a carbureter, the combination of a fuel-admittin nozzle, an air stream director cooperating tierewith and movable out of operative relation thereto, and mcans controlled by the speed of the motor for adjusting the air stream director relatively to the; nozzle atlow speeds, and acting to move the 1 air stream director out of operative rela'tl n to the nozzle at high speeds.

10. In a carbureter, the combinatiorr of a fuel-admitting nozzle, primary air-admitting means adapted to sup ly air in constant volume, auxiliary air-a mitting means controlled bythe speed of the motor and adapt,

IIO

ed on increased speed to admit au auxiliary supply of. air in increasing volume, and a device controlled by the auxiliary sir-admitting means, and acting to vary the entreining owe; of the primary air on the nozzle in direct proportion to the auxiliary air supply.

In testimony whereof I have subscribed BUDD D. GRAY.

Witnesses:

HARRY L. DOYLE, JAMES P. J. MORRIS. 

